Signal system for railways.



.A. L. .RUTHVEN. SIGNAL {SYSTEM FOR RAILWAYS.

AIfPLIOATIOH TILED FEB-20, 1909. v

Patented-Apr. 11, 1911.

ass/:5,

.UNITED STATES PATENT OFF-ICE.

ALFRED L. RU'IHVEN, OF TOPEKA, KANSAS, ASSIGNOR TO RUTHVEN RAILWAY SIGNAL COMPANY, OF PHOENIX, ARIZONA TERRITORY, A CORPORATION OF ARIZONA TEE- RITORY.

SIGNAL SYSTEM r03 RJAILWAYS.

To all whom it may concern:

Be it known that l, ALFRED L. RUTHvnN, a citizen of the United States, residing at T0- peka, in the county of Shawnee and State of Kansas, have invented certain new and useful Improvements in Si nal Systems for Railways, of which the'following is a specification.

My invention relates to signalsystems for railways and is an improvement upon the apparatus shown, described and claimed in Letters Patent of the United States No. 883,350, granted me March 31, 1908.

It is the object of my present invention to increase the efficiency of the a paratns shown and described in my aforesaid Letters Patent, and theinvention will be readily understood from the following description and claims, and from the drawings, in which latter: a

Figure 1 represents a diagram of a track divided into blocks, with a car or locomotive upon the track and a station alongside the track equi pedwith my improved apparadetail in cross-section showtus. Fig.2 1s a I I mg the manner of mount ng the local contact-part.

produce new and combined functions and.

andjfor this reason I have herein reeffects so much of the aforesaid apparaproduced tus as is necessary to a proper understanding of my resent invention. I shall first describe sue ratus, and'then describe thesamein connec- ;tion with' my improvements and disclose their cotiperatmn and their new and 1m proved combined or dependent functions and efi'ects. 1

vl re resents the track which s msulated into b ocks-of suitable length byinsula'tion points 2,.which are'shown arranged alternately in the respective railsso that the oppos'ite rails of the various blocks may overs lap. u

. 3 is a third rail or continuous conductor which is insulated from both of the track rails, and, is preferably higher than the level Ii-the track rails $O.- tha.t interference with its'ifunc'tions may not be menswear the Specification of Letters Patent.

Application filed February 20, 1909. Serial No. 479,020.

reproduced part of said appa-- sets 4, the forward ven Patented Apr. 11, 1911.

cross-overs oi' the switches. The third rail or continuous conductor is preferably provided withofi'sets 4 opposite the points of. -1nsu1ation of the track rails, although these offsets may be placed at other Suitable int'er-- vals.

5 designates the vehicle, such as a car or locomotive, on which part of my improved mechanism is located, and so arrang edthat the signals may be received by the'driver or engineer of the vehicle. The vehicle carries a trolley 7 shown as comprising the bar 8 provided with a grooved wheel 9,the groove whereof is received by the. continuous con- .ductor 3, and so arranged that when the trolley-wheel passes over the offset 4 it will be deflected for purposes presently to be described. The trolley, bar 8 is pivotally mounted and means are provided for yieldingly maintaining electric contact with the continuous conductor but so arranged as to prevent. undue vield thereof, as more particularly described in myaforesaid patent.

10 is an automatic pole-changer which is automatic-ally operated by the trolley whenever the trolley-wheel 9 pass'es'around one of the ofi'sets 4; The connection between the trolley and pole-changeris made through a pair of links 11 pivotedatj the rear ends to the pole-changer, sift-lever ;12 loosely connected-to the forward endsj'of said linksand pivotally mounted en -inn 13' on the veli mouilted in a bearing hicle 5, and acraii. 15 and connected; he fQi M'd-Bnd 0f the be swung laterally for'siiiinging the respective arms of the automatic 0 e-changer out of contact with the termin'dls 1B and one of the terminals 17 and into successive contact with the terminals 17 andlS, and when the vehicle is traveling in the'opposite direction the same operation the pole-changer will be actuated by the otherlinkll. By thus automatically shifting v the pole-changer upon entering a block, the

presence of another vehicle in that'block wil'lfbe, indicated by signals on both vehicles. The reason for shifting the poles onthe in eoming'v'ehiole is to insure that a signal be will take place except that -T-lver and their ley barfifi When the trolley-wheel 9 passes gi'veit'tby "preventing the same -poles-=otthe batteries on both vehicles being connected with the continuous rail.

There is a signal circuit 19 on the vehicle, which may also be called a traveling signal circuit, shown as comprising a battery 20, a lamp 21, a bell 22, an electric conductor 23 connecting one of the poles of the battery with one of the poles of the lamp and bell, and an electric conductor 24- connecting the other pole of the battery with the other poles of the lamp and bell, a switch in the form of an armature 25 normally retracted by a spring 26 and arranged to contact a contacbpoint 27, being interposed in the last-named conductor, the armature being arranged to be attracted into contact with said contact-point by an electromagnet 28. The armature 25 forms a normally open automatic switch for said traveling signal circuit, and the electro magnet 28 forms an automatic switch-closing device for said last-named-switcl1. There may also be a train stopping circuit on the vehicle which is shown comprising a battery 29, a motor 30, an electric conductor 31 connecting one pole of the battery with one pole of the motor and an electric conductor 32 connecting the other pole of the battery with the other pole of'the motor. There is a switch in this circuit shown in the form of an armature 33 normally retracted by a spring 34 into contact with an insulated block 35 on an arm 36 pressed toward the armature by a spring 37, an electro-magnet 38 being arranged to attract said armature into electric contact with said arm. A manually operable switch 39 is also shown in this circuit.

The motor operates a pinion- 40 meshing with a gear 41 on a shaft 42 which operates a valve 43 and a valve 44:, the valve 43 being in a pipe 45 connecting with suitable throttle-lever mechanism for shutting ofi the steam of the locomotive, and the valve M being in a pi e 46, which communicates with the air-bra e system. This motor-actuated mechanism may be such as is more fully shown and described in my aforesaid patent. There is an arm 47 on said shaft 42, the in sulated end 48 of which is arranged to engage aswitch 49 normallyengaging a contact-terminal 50 in said train-stopping circuit, for opening said switch when said valves have been opened and thereby stopping said motor. The main circuit on said vehlclc, which may also be termed the traveling main circuit, as shown, comprises the trolley, which is in contact with the third rail or continuous conductor 3' and through a wire 51 and one of the terminals 17 connects with one arm of the automatic polechangcr 10, a wire 52, the magnets 38 and28, a wire 53, one arm of a manually operable pole-changer 54-, a wire'55, the main battery 56, a wire 57, the other arm of the manually operable pole-changer, a wire 58, a main switch 59, a wire 60, the other arm of the automatic pole-changer,the contact-terminal 16 and a Wire 61 to the running gear of the car or locomotive, whereby communication is made with the respective blocks or sections of the track-rails. The circuit is normally open or interrupted between the conductor 3 and the track-rails, thus forming an interrupted main traveling circuit.

If a vehicle is already on a block and another vehicle traveling in the same direction enters the block, the automatic pole-changer on the incoming vehicle will be deflected and the signals on both trains operated, and in addition, the following operation on the incoming vehicle takes place: The arms of the automatic pole-changer being deflected, these arms will pass from contact with the terminal 16 and one of the terminals 17, to suecessive contact with the terminals 17 and 18, the terminals. 18 having connection with a wire 62 connecting with a solenoid 63, a wire 64 connecting the solenoid with the wire 61.

The core of the solenoid is articulated with a target-lever 65, which is pivoted at 66 in position to swing a trausl uccilt-target 67, preferably red, in front of the lamp 21 against the action of a retractable spring 68. The signals on bot-h trains and the movement of the target on the incoming train will be intermittent for notifying the drivers of both vehicles that they are traveling in the same direct-ion, while the movement of the target on the incoming vehicle only will advise the driver of the incoming vehicle that his is the incoming vehicle.

If two vehicles enter or are on the same block traveling head-on, the drivers of both vehicles will be notified of that fact by the continuous operation of the signals andt-he actuation of thetrain-stopping devices.

When the direction of travel of the vehicle is reversed, thearms of the pole-changer 54:

are shifted into engagement with the con tact-points 69. p i

" As thus far'des'c'ribed, the parts are substant-ially the same as a portion of the appa-' ratus shown and'd'e'scribed in my aforesaid patent, but cooperating therewith I employ the following instrumentalities: 6 represents a station, such as an ordinary .passen: ger or freight statlon alongside the railroad,

and in which also part of my improved mechanism is located. In order that the electrical connections and efiiciency of my improved device may be tested from time to time and also to insure that the station agent may know that said electrical connections and etliciency are sufiiciently safe for the train to proceed, I have so connected these 1 electrical connections on the vehicle with electrical connections-at the station that-in-- dication will be had on the vehicle and at the station of improper electric connectionsor lack of efiiciency, the parts cooperating I '9' by a .vehicle in the same block, as heretofore erably in the form of a hood received over tor 84 connecting ,with said armature and will-also be notified that such therefrom by insulation 71, the local contactthere being an electro-magnet 78 in said c-uit on the vehicle of the armature 79,

the continuous conductor 3 but insulated part being shown secured to a tie by bolts 7 2, and insulated from said tie by insulation 73. This local-contact part may be of suitable length. Anelectricalconductor 74 connects said contact-part with one pole of the'switch 75, theother pol'e'of said switch having an electrical conductor 76 connected therewith, this latter -conductor also connecting with one of the sections of said track-rails at 77,

conductor for attracting an armature 79 when the circuit is closed. These par-ts form local closing means for the traveling main circuit.

There is a signal circuit at the station, which may also be called a local signal circuit, comprising a battery 80, an electricalconductor 81 connected to'a contact-pointSQ against which'the armature 79 is received when said armature is attracted by the core of theelectro-magnet 78, against the tension of a retractile spring 83, an electric conducwith the battery, there being a lamp and a bell 86 interposed in said last-named conductor. The armature 79 forms a normally open automatic switch for said local or'station signal-circuit, and the electro-ma-gnet 78 forms an automatic switch-closing device for said last-named switch. If now a vehicle 'passes along the track and its trolleywheel 9 makes contact with the local contactpart 70, the switch 75 being closed, the main circuit on the vehicle, which is also acted on explained, will be closed by said local closing means therefor for energizing the main or actuating circuit. on the vehicle and the electric connectionstherefor at the station, by which energizing the signal circuit on the vehicle will beclosed by the attraction of the armature of magnet 28, and the motor circlosed bythe attraction while at the same time the station, or local sigclosed by the attraction the signals being actuated if the electric connections and efficiency are proper. If the-e ctrical connections or efliciency are not proper no signal will hereceived on the vehicle or atthe station, indicatingftothc station agent that th cloctrical connections or efliciency are not proper, who may then take immediate steps to stop the .vehicle, andthe driver of" the. vehicle electrical connor-lions or efiiciency are not rn-opcr, it being then his duty to immediately stop the re hicle until the difiiculty, can be remedied. I

The "local closing means act partially of the'armature 38, the signal circuit at nal circuit, will be through the same circuits and parts upon the vehicle which are employed or actuated upon presence of an additional vehicle upon the same block, and coact therewith for forming new circuits performing new functions and effects. I

Myimproved device forms a ready means for signaling by the station agent to the driver of the vehicle by. the manipulation of the switch 75. Thus if the driver ofi the vehicle fails to receive proper local signal by reason of the switch driver of the vehicle will stop at the station. If proper local signal is received on the vehi cle, the driver may at once open switch 39 for avoiding automatic stopping of the train.

Having thus fully described my invention what I claim as new and desire to secure by Letters Patent is:

1'. In an automatic electric signaling system for railways, the combination with the usual track rails, of a third rail co-extensive therewith, a vehicle movable along said track rails, a trolley wheel carried by said vehicle and engaging said-third rail, a traveling partial circuit carried by said vehicle and including a battery and translating device, said partial circuit terminating in'saidtrolley, wheel and'in the wheels of the vehicle, a local contact strip overlying said third rail but insulated therefrom, and arranged in alinement therewith, and a local partial circuit extending from saidcontact strip to one of said track rails, a signal controlled by said circuit, whereby, whenthe trolley wheel engages said contact strip, said artial circuits are mutually completed, an both said translating device and signal actuated, and meansin said local partial circuit forcontrolling the operation of said translating device.

2 In an automatic electric signaling system forrailways, the combination with the usual track rails, of a third rail co-extensive therewith, one of said rails being divided into insulated sections, vehicles movable along said traclrmils, a traveling partial circuit carried by each of said Vehicles, such circuit including awbattcry and a translating device, a trolley wheel carried by each of-said vehicles in engagement with said third rail, said partial circuit terminating atone side'in the wheels of the vehicle, and at the other side in said trolley Wheel, whereby when two vchicles come upon the same section their partial circuits will be mutually completed, a c ntact device arranged parallel with and adjacent said third rail but insulated there from, and ada trolley wheel of a passing vehicle, and a local partial circuit extending from such contact device to one ofsaid track-rails, and in- (.lmlil'lfl' a translatingdevice and a switch,

whcrehy when said switch is closed and when a trolley wheel engages such contact device,

ptcd to be engaged by the both the traveling and local partial circuits will be completed, and both translating (levices actuated, and whereby, by opening such switch, said devices may be prevented from ope'ating when a trolley engages the conlact, and a Warning thus given to the driver of the vehicle.

In testimony whereof I have subscribed my name hereto in the presence of two subscribing witnesses.

ALFRED L. RUTI'IVEN. l-Vitnesses 'LILLIAN BURNETT,

JOHN R. SCI-IINDEL.

Copies of this patent may be ubmined for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

